Transmission



R. LAPSLEY TRANSMISSION May 13, 1952 7 Sheets-Sheet 1 Filed March 15,1944 my M6 55 May 13, 1952 Filed March 15, 1944 R. LAPSLEY TRANSMISSION7 Sheets-Sheet 2 BY 9% WZ'M May 13, 1952 R. LAPSLEY 2,596,699

TRANSMISSION I Filed March 15, 1944 7 Sheets-Sheet 4 INVEN TOR.fifierfaprlgy BY 7% {M R. LAPSLEY May 13, 1952 TRANSMISSION '7Sheets-Sheet 5 Filed March 15, 1944 M y 1952 R. LAPSLEY 2,596,699

TRANSMISSION Filed March 15, 1944 7 sh t -s 5 INVEN TOR.

Patented May 13, 1952 UNITED -ATENT cr tics .Clark Equipment Company,Buchanan,

Mich, acorporation of Mioli an Application March :15, 1944, Serial N 0.526,829

7 Cl. ilk-36.)

-,6-Claims. 1

"This invention relates :to transmissions, and more rparticularly .isconcerned witha itorqueoon- .vertoriand gearing arrangementcapable of:automatic. .control in accordance with the s ed and floadconditionsofthevehicle.

The ipresent transmission;conte1nplates1the 115.9 of a torque converter:through which itorque 1s multiplied irom the engine or prime "mover,'fi fl in turn :has its output member conn cted to a two-speed gear box,:the gearing in j the gear :box being so: arranged :as "tozprovideconstantrmesh n :01 :the gears withrau-tomatic means'f or "selectivelycoupling the gears to the output shaft.

The present invention, rwhile designed :partic- .ularly for aebustransmissionis equal-1yadaptable for other types of vehieleszsuch .asoffitheehighaway-vehicles, .heavy trucks :and'theEli-ke. One of :thefeatures of the present invention'is the provision of control meansresponsive ito the :speed :of the vehicle and to the'lcad onthesengine:as evidenced .by :engine manifold vacuum nor selec- :tively controllingthe :gear ratio inzthe gearbox withoutthe necessityio'f anvgearishifting mechanism.

One of the .primarwzieatures ofthenresentin- Mention. is to reduce :thenumber of gear trains :require'rl the near box while :providing {com--pleteselectivity of. control throughoutithe various ratios which areessential in the operation of'the vehicle :The present inventioncontemplates means for ;pr.o.du.ci:ng a direct drive :and ;a .lowspeeddrive, andmeouires; ozshifting ofgears-in -:the:s.e1eotion:betweenztheitwosirives.

The invention further contemplates the -;pro vision .of a :slidable.gear .on "the counter-shaft which *in one position ziunctions in theautomatic rforward drive of-the vehicle, and in a'shiftedepoisition:operates to providezzazmanuallycontrollable ireverse orforwardidrivespecifically adapted for .use in parking the vehicle or in maneuveringthe vehicle in congested locations.

.Thisyshiftable gear is controlled by a :manu- (ally operable lever, andwhen shifted into one .position tallows selective forward and reverse.driveof the-vehicle throughthe samegear trains .as were previouslyemployed {for automatic low and high drive whenthetransmissionisarranged for normal automatic-control.

It is desired in the present invention to provide a transmission havingone manually oper- :ableqleverwhich-,can he-movedzfrom :neutralrpositioninto an automatic drive position at which time :the transmission isconditioned for auto- .:matic operation ieitheriin flow or high driveratio, depending upon the -.load and speed -.charac.ter-

istios. {in another :position. of lihis lever a manual forward-drive isprovided, and in a still further position of the lever "a "manualreverse -d.ri ve is provided. This may b .called the :main control leverand functions to select either automatic control :of the transmission ormanual forward and reverse operation of the transmission.

where is :a second control lever which, when locked in operative wiQsition, shifts one gear :in the transmission to adapt the transmissionfor selective forward or reverse drive through the samegear trains asareused-inautomatic drivin of the transmission.

The controllin system of the present inventioncontexnplates a fluidcontrolcircuit operating-conjointlyain response to-speed and load con-.ditions .-'for actuating suitable :valve mechanism whichinturncontrols-an operating fiuid pressure systems gfor actuating veither thelow or high speed .clutches tor the respective gear trains.

The clutches referred to in'the'preceding-parara-ph are mounted Withinthe gea-rs or output shaft and'respectivelyeoontrol the selectivecoupling of either of these gears to the-shaft. The gears themselves arealways in constant meshing engagement with suitable .countershaft gears;so that no actual sliding or shifting of the gear members themselves isrequired I in the 5 automatic peration'of theitransmission.

These and other objects and advantages of the present invention will bemore apparent to those skilled :in the art from :the following detaildescription which, taken in conjunction with the accompanyingdrawings'vvill disclose the particular construction and operation of apreferred form of thezpltesent'invention.

511151515113 drawings:

Figure 1A an elevational.sectionalview of a torque convertor :and :onegear train of a pretferreiembodiment of the invention;

FigureilB-is a continuation of Figure :1A showing-thez-secondgearitrain-and thereverse control mechanism;

Figure .2 :is :aitop plan viewof theztransmission shown-in Figures1A:and:1B:

ure 3 is aside elevation of .a tr nsmission shown in-Eigurefl;

Fi ure :4 is :an :end View of (the transmission shown-in lFigu-YGB :Fiure 5'is a somewhat diagrammatic illustration of the :fluid controlcircuit :for "the torque converter and the 1 ear shifting mechanism asembodied inrthepr sentiinvention;

Eigurefi is a sectional view through :the 12.0 itrol :valve mechanism:in neutral 112051111011;

' members.

Figure 7 is a corresponding view of the control valve mechanism inautomatic low position;

Figure 8 is a corresponding view of the control valve mechanism inautomatic high position;

Figure 9 is a view showing the control valve in manual forward drive;and

Figure 10 is a corresponding view of the control valve mechanism inmanual reverse drive.

Referring now in detail to the drawings, the torque converter portion ofthe transmission is enclosed within a suitable housing 5, joined orotherwise secured to the crank case of the engine. Within the housin 5there is a flywheel portion 6 bolted or otherwise secured to the crankshaft of the engine and carrying at its outer periphery the ring gear Iarranged as a starter gear.

The member 6 is also provided with an internal gear portion 8 meshingwith an external gear portion 9 of the impeller member if! of the torqueconverter. The impeller member ID has a first hub portion ll mounted asby means of the bearings 12 upon the reduced end i3 of a driving shaftI4 constituting an input shaft to the gear unit portion of thetransmission. At its opposite side the impeller member H] has a secondhub portion l5 mounted by means of suitable bearings l5 upon a flangedsleeve l1 bolted or otherwise suitably secured in the end wall [8 of thehousing 5.

The rotor or driven member of the torque convertor is indicatedgenerally at l9, and includes a hub portion secured as by means of thebolts 22 to a flanged sleeve 23 splined upon the shaft I4 and serving atone end as a bearing retainer support for the bearing assembly [2. Thesleeve 23 is axially spaced relative to the sleeve I! to provide anannular channel 25 therebetween, whereby leakage fluid from the torqueconvertor can pass through this channel and along the external surfaceof the shaft M to the passageway 25 which leads into an axial bushing 21opening into an axial bore 28 in the output shaft 29 for a purpose to bedescribed hereinafter.

Bolted or otherwise secured to the second hub portion l5 of the impellermember is a flanged gear 30 having a gear portion 32 adapted to drive asuitable pump, the details of which are not believed pertinent to thepresent invention. Secured between the internal hub surface of themember 30 and the sleeve I! are a pair of oil sealing rings 33 toprevent leakage therebetween and similar sealing rings 34 are providedbetween the sleeve member ll and the enlarged portion of shaft I4posterior to the passageway 26.

Intermediate the rotor and the hub portion l5 of the impeller is astator member 35 which has a hub portion splined or otherwise suitablysecured to the outer race 35 of a roller bearing assembly 31 comprisinga one-way brake construction which prevents reverse rotation of thestator 35 but allows it to rotate forwardly with the rotor and impellerwhen torque multiplication is no longer necessary. This construction issomewhat conventional, and it is not believed necessary to describe itin detail.

While the torque converter is of more or less conventional form, it hasbeen found desirable to provide a torque converter in which the impellerportion I0 is of substantially the same construction and size as therotor portion l9, thereby providing substantially equal portions for themovement of fluid between these two delivered thereto through apassageway 38 ex- Fluid for operating the impeller is tending throughthe flanged end 39 of the sleeve l1, and thence through the passageway 43 and the port 42 into the annular space 43 between the hub of thestator 35 and the hub portion [5 of the impeller Hi. This fluid isdelivered under a suitable pressure from one portion of the pump drivenby the gear 32, the pressure preferably being of the order of 30 to 35pounds per square inch in one embodiment of the invention.

Bolted or otherwise suitably secured to the end wall l8 of the housing 5is the end wall 43 of the gear box or transmission case 44. This gearbox has a boss portion 45 receiving a suitable bearing assembly 46whereby the enlarged end 41 of the shaft [4 is rotatably supported inthe housing 44. The extreme end of the shaft [4 is further enlarged asindicated at 48 and provided with an external clutch portion 49 adaptedto receive the internal clutch portion 56 of the gear member indicatedgenerally at 52. The gear member 52 is composed of two radiallyextending flange portions 53 and 54, and the intermediate external gearportion 55 having the gear teeth 56 meshing with the gear teeth 51 ofthe gear member 58 splined upon the splines 59 of the countershaft 64.The intermediate gear portion 55 of the gear 52 is secured into positionby a circumferential series of studs 62 and the adjacent faces of theflange members 53 and 54 are provided with annularserrations 53 adaptedto receive corresponding serrated ends 64 of oppositely arranged pistonmembers 65, the piston members being normally adapted to be contractedinto position by the spring 65 and being spread apart by oil pressureintroduced into the radial passageway 61 in the shaft 29 and enteringbetween the pistons and operating to move them laterally into clutchingengagement with the serrations 63 when it is desired to clutch the gear55 to the shaft 29. The intermediate member 68 which carries thecircumferential series of pistons 65 is splined upon the shaft 29, andis preferably provided with an annular port 69 providing a manifold forconnecting the respective pistons to the source of fluid pressure.

This particular clutching arrangement and the operation thereof isdescribed in detail in the patent to Schneider, No. 2,333,682 issuedNovember 9, 1943.

It will thus be apparent that the gear 55 is at all times driven fromthe shaft l4, and in turn drives the gear 58 on the countershaft 60whenever the shaft is being rotated by the torque converter.

The oil passageway 25 and bushing 21 provides suitable means forallowing leakage oil from the torque convertor to enter the axial bore28 of the shaft 29. This oil is arranged to pass through suitable ports10 formed radially in the shaft 29 and the bushings 12 for lubricatingthe hub portions of flanges 53 and 54, it being understood that thesepassageways are separated from the passageway through which fluid isintroduced to port 61 by means of the separator member 13 disposedwithin the internal bore in the shaft 29 and provided with three flutedopenings as indicated in section in Figure 1B.

The countershaft 60 is mounted at its forward end in the roller bearingassembly 15 secured in the offset partition portion I6 of the housing44. The end of the bearing assembly and the opening in the partition isclosed by means of the member 11, and a suitable passageway 18 leadsfrom the torque convertor housing 5 to draw leakage fluid from theconvertor through the accepts 5 passageway '-1 8 of the bearing #5 andto the axial bore or passageway '19 -formedin the-counter shaft. Theoppositeend of the eeuntershaft is supported in the ball bearingassembly! which is -lu'bricated by discharge from the passageway i-3into the hearing cap 82 overlying the end of shaft to and secured to the"rear end wallet the transmission-housing in addition to thegear 58keyed to the-'eoun'tershaft 68 there is a second 'gear' 83 irotatablymounted upon the countershaft by means of the needle bearings 8 thesebearings be'ing lubricated by radial port 85 extending fromthe -passageway 1-9 to the bearings 34. A suitablesep- 'arator'member =86 isinterposed between the gears 58 and 83 as shown'in Figure l B.

Mounted 5 in splinedengagement upon theshaft G9 is the gear 81 which hasthe reduced c'lutch tooth portion 88 adapted in one position of the*gear 81 to mesh with the internal olutc-h teeth 8 9 of the gear :83forclutcliing the 'gear:8-3 to the shaft 6!) to provide a :positivedrive 'ithereof firom the shaft. In a shifted position of the gear 58'!produced by operation of the wake 580 controlled by the arm 92, :thegear I811 isimoved to the might into meshing engagement with a gear iiiimounted upon a lay shaft 94 :and having :the .gear portion 95 arrangedin constant :meshing engagement with the :gear portion 59B .of .a:second gear .indicated generally :at 19. mounted on :the output shaft2%). In this :position the .shaft i6!) through :the gear 8'! --drivesthe .gear .93 which :turn through the gear portion 295 imparts reversetrotation to the gearportion 9% ofthe. geariea'l. Th-E gear 8! therebyconstitutes the means, manually operable, for operatively :coupling the.counterishaft'fio:tothereuerse.;gear:trai'nzoraother gear 8.3.

The gear i9?! :is somewhat similar to the .gear .52 having the two .side.fiange .portions 88 and 915 provided withrserrations 4.00 correspondingto the J- serrations :63. The flanges S8 and -99 are conjointlyisecuredto the gear :96 .by means-.,of studs $62, and the assembly therebyencloses the .intermediate member 103 splined :to .the shaft 29.

The intermediate member 1.03 .is ,providedlwith pistons 104corresponding .to the pistons (65 .ar-

ranged in .circumferentially spaced relation .and operated'by fluidipressurejfor expansion Ltd-clutch the .gear 9.5 to thesha'ft '29..These .pistonsand the cylinders associated therewith. constitute theselective means .for coupling either gear .52 or gear '91tooutputshaftI29.

Considering the separator member 13 'in more detail, it will be notedthat this ;member is mounted within the cylindrical lbushing W6 car- Iried in the "bore of shaft '29 and is provided'with three flutesengaging 'the'internal annularjsurface of the bushing HIS-toprovidethree longitudina1-passageways 1'07, -I 618 and 1-09. Thepassageway "N29 is 'connected'through thepassageway 6"! for controllingthe operation ofthe pistons -85 to clutch the gear to 'the shaft 2%. Thepassageway [08 is arranged to receive fluid which is forcedtherethrough, and thence through the passageway H and the port 112 inthe hub portion-of the intermediate member N73 to actuate pistons HMifor clutching gear 9?; to shaft 2 9. The third passageway H11"communicates with the port 28 for allowing l'leakage fluid from thetorque convertor to pass through the port 28 and thence through thepassageway EH11 from whence it isdirected through ports 21c and ports H3for "lubricating the hub portions :of flanges 98 and 99 which are freelyrotatable about shaft 29 -on =need1e roller bearings.

Immediatelyto .the reariof the outer flange 59B of gear 9 there isprovided separator member H4 in the form of a gear havingdrivingengagemerit with-a suitable pump, which :pump develops a Jfiuidpressure in accordance with :the speed of rotation-of the gear 114. Thisfluid pressure is therefore responsive to the sp'eed of .the vehicle,since the gear vl Miis mounted on the-output shaft and thus rotates indirect ratio with ithespeedof thevehicle. Disposed between :the member.114 and .the bearings .115 for zrotatably supporting the end of theshaft 29 are distributor members HES and H 7, respectively, arranged forcommunication with .fiuid conduit lines .I I8 .and 11:9, respectively.When fluid .under pressure is introduced into the line 1113, forexample, the distributor member .115 allows .this fluid .to :beintroduced '130 the passageway 1138 of separator member 13, andconsequently into the intermediate member N33 for .elutching the gear97! to .the shaft. When fluid .under pressure :is forced into .theconduit -Ll:9 the distributor member Ll l1 :allows this fluid =tozpasszthroughpassageway l20;and into the passageway 1.09 .of the separatormember 13. It is :not believed necessary vto describe in :detail theconstruction .of :the distributor members, since :these are the subjectmatterof a copendingap- 'plication of Burton .J. .Mills .filed .August9, .1944, Serial ;No. $548,741,, how vPatent No. 2,419,906,issuedApriliZQ, 1947.

ZMmmted .on the shaft .29 beyond the bearings :izlfi is the speedometergear member I22 which drives the speedometer worm 1323 leading :to :the

speedometer ,of the vehicle. A suitable brake supporting smember 124 ismounted on the rear wall of the transmission '44 and at :its outer endsupports :the brake shoe I25 in any conventional :manner. The-shaft29.1:eceives the flange memher 126 which turn is connected to the spiderportion :12! of a brake drum 128. A suitable actuating shaft 12.9controlled by the lever I313 operates to expand the brake member L25into engagement with the drum 1 28 toprovide aserv- "iceor parkingbrake.

Considering FiguresZ, .3 and 4 of the drawings, similar referencenumerals have been employed to designate corresponding parts of all ofthese Views. It 'Will he noted that the transmission housing 44 isprovided with a top or cover plate 1-35 bolted :or otherwise securedthereon. The under surface of the cover :receives the control valve I36shown in;more:detail in Figures 6 to .10. Also -mounted on the cover 135are a pair of actuating shafts I38 and I3!) which project through theplate and on their outer ends araprovided witharms Mflandl-42,.respectively. u'flhegshaft 138 is connected through the arm M9 to:a manually operatedlever preferably mounted at arremote point such, forexample, as on the steering post "of a vehicle beneath .the steeringwheel. The'arm I42 is connected in any suitable :manner ztoa throttleresponsive mechanism such .asizhe diaphragm operated member I4 Iresponsive :to the vacuum in the intake .engine manifold. The operationof these .two shafts and their .as- Jsociated lever :arms in :conjunction with the 10.01!- .tro1:of the transmission will be described indetailhereinafter.

:ltzlfounted upon the side of the transmission there .is provided acrank arm I43 which :is securely mounted on a transverse shaft 144.extended entirely through :the housing 44 and at the opposite .sidethereof having the lever M5 secured thereto. .The lever I145, in turn,through the adjustable link 1156 is .connected to .a second lever I41mounted on the projecting end of the shaft I48. The shaft I48, as shownin Figure 1B, has mounted thereon within the transmission the arm 92which operates to actuate the shifting mechanism for the gear 81. Thelever I43 through suitable control mechanism is connected to a controllever adjacent the operator of the vehicle whereby by rotating the leverI43 in a counterclockwise direction the gear 81 can be shifted from theposition shown in Figure 13 to a position in which it will be in meshingengagement with the gear 93.

It should be noted that the transmission case 44 adjacent the lower rearend thereof is provided with a drain plug I50 having a filter portionI52 within the interior of the transmission housing. Also the housingitself is provided with the laterally ofiset portion I53 whichaccommodates the shaft 94, this shaft being disposed laterally of andintermediate the horizontal planes of the shafts 29 and 60. Also, on theopposite side of the transmission housing there is provided an offsetportion I55 which is adapted to receive the gear pump operated by thegear 32 shown in Figure 1A, this pump being diagrammatically shown inFigure 5 to which reference will now be made.

In Figure 5 the prime mover or engine of the vehicle is shown generallyat I55 and has connected thereto the housing 5 of the torque convertorand, of course, the housing 44 of the transmission. The convertor itselfis indicated at l0, and it will be noted that the gear pump indicatedgenerally at I51 actually has three gear portions, it being understoodthat the pump is of the geared rotor type and is adapted to receivefluid from the conduit I58 leading from the lower end of storage tankI59 and to force it under pressure through conduit I60 and passageway 38shown in Figure 1A into the torque convertor III. From the torqueconvertor this fluid is discharged through the conduit I62 into a coolerI63 mounted adjacent the engine and preferably driven from the crankshaft thereof and disposed adjacent the engine fan I64. From the coolerthe fluid passes through conduit I65 back to the storage tank I59. Theoutlet or pressure side of the pump I66 has a second conduit I61 leadinginto the high pressure pump portion I68 where the fluid is forced undera considerably higher pressure into the line I69 leading to the controlvalve I36. It will be noted that a portion of the conduit I69 is formedwithin the cover plate I35 of the transmission housing and leads intothe control valve. From the control valve there are two conduits H8 andH6, respectively, also shown in Figure 1B, the conduit I I8 leading tothe low speed clutch for the gear 96 and the conduit I I9 leading to thedirect drive clutch which clutches the ear 52 to the shaft 29. Theposition of this control valve as determined by the speed and loadresponsive means, to be described herein, thus selects which of thepiston means is actuated and consequently, which gear is selectivelycoupled to the output shaft 29. Suitable vents from the clutches andalso from the control valve allow the unused fluid to be discharged intothe lower end of the transmission housing and into the sump indicatedgenerally at I10 in Figure 1A. From this sump I10 fl-uid is drawn by thethird section of the pump I51 indicated at I12 into the filter I13 whereany dirt or foreign matter is filtered out, and thence through conduitI14 back to the storage tank I59. It will be noted that the filter I13is arranged to receive the sump fluid in the top thereof and todischarge the fluid through the lower end thereof backto the storagetank. This eliminates return of any entrapped air or the like to thestorage tank, since both the control circuit fluid for operating the twoclutches and the torque convertor fluid are drawn from the same storagetank. It should be noted that with this construction the oil dischargedfrom the pump section I66 and introduced into the pressure pump sectionI58 is already under pressure, this being a pressure corresponding tothe pressure of fluid used in the torque convertor. As a result, thepump section I68 merely needs to add to this fluid a sufficientadditional amount of pressure to insure operation of the clutches forthe gears 52 and 91. Such a pressure I have found in one form of theinvention to be of the order of pounds per square inch which can bereadily developed by this pump construction.

Considering now the control valve mechanism I36 which has beenpreviously referred to as being located on the under surface of thetransmission cover I35. This structure is shown more clearly in Figure6. The control valve comprises a valve body member 200 provided with lugportions 202 whereby it can be bolted as by means of bolts 203 to theunder surface of the cover I35. The conduit I69 which leads from thehigh pressure pump section I68 through the cover I35 provides forintroduction of oil under pressure into the control valve through theport 204 shown in Figure 6. This port opens into a cylindricalpassageway 205 formed in the valve body and preferably receiving theplunger 206 which is arranged for reciprocatory movement within the bore205.

The plunger 206 has a projecting end provided with a pocket or recess201 adapted to receive the end 208 of the control arm 209 which arm issecured to the inner end of the shaft I38 projecting through the coverI35 and having on its outer end the arm I40 connected to the manuallyoperable lever mounted beneath the steerin wheel. In the position shownin Figure 6 the shaft I38 has been shifted to a neutral position, andconsequently the plunger 206 is in a neutral position and is retained inthis position by the detent ball 2 I 0 seated in a recess 2 I2 formed inthe plunger 206, the ball 2I0 being held in the recess by means of thespring 2I3 biased against the inner end of a stop nut 2I4. The plunger206 adjacent the end opposite the recess 201 is provided with oppositelydisposed flatted portions 2I5 which provide communication with the port204 for leading fluid under pressure from the conduit I69 through port204 and the channels 2 I 5 to the reduced portion 2 I 6 of the plunger.

In the neutral position shown in Figure 6 the reduced portion 2I6 of theplunger is disposed in alinement with the vent port 2I1 whereby thefluid developed by the pump section I68 is merely vented so that nocontrol operation is effected.

The plunger 206 is also provided with detent seats 2I8, 2I9' and 220',respectively. When shifted into a position where the ball 2I0 sets inthe seat 2I8' the plunger is disposed in the position shown in Figur '1which corresponds to a movement of the manual control lever forautomatic operation of the transmission. In this position it will beapparent that the operating fluid enters through the port 204 and thencethrough the channels 2I5 and is directed to the reduced portion 2I6 ofthe plunger 206. However, the plunger in this case has been shifted intoa position where the reduced portion 2I6 9' is out of alinement with thevent 211 but is in alinement with a port 2 [-8 opening into a secondbore 2l9' formed in the valve body I36. Within the-bore 219 there isprovided a plunger member 224- Which is slideable axially therein andwhi ch has a reduced portion 222 into which the port 2 l 8 opens whenthe plunger is in position shown in Figure 7 The bore'2 I 9 of the valvebody is closed at one end by means of the stop plug or nut 223, and atits opposite end is provided with a reduced portion 224 closed at itsend by corresponding plug 225. Within the reduced bore 224 there isslidea-bly mounted a second plunger 2-26- abutting against the end ofplunger 220 and having a reduced or necked portion 22-! adapted tocontrol the operation of a ball member 228 allowing the ball to moveinwardly when the necked portion 22.! is alined with the ball butforcing the ball outwardly when the plunger is shifted to the right.Adjacent. the end of the reduced portion 224 there is provided a port229 which is connected with the pressure side of the pump operated bygear H4, which pump is described in detail in my copending applicationSerial No. 519,049 filed January 20, 1944, now Patent No. 2,433,954,,issued January 6, 1948. This fluid pressure is in direct proportion tothe speed of the vehicle'and operates against the adjacent end ofplunger 226 for controlling the movement thereof and thereby holds theplunger against the end of plunger 220, this holding force beingaugmented by the pressure of spring 230 mounted Within the enlarged bore2 i8 and also acting against the end-of plunger 220. Thus the gear H4,which drives the speed responsive pump, and the arm I42, connected tothe throttle controlled diaphragm, constitute the mechanism forcontrolling the speed and load responsive means shown in the valvemechanism of Figures 6 to 10 inclusive.

I The plunger 220 is provided with an angularly extending bore 232 whichallows passage of fluid from the reduced portion 222 to a second reducedportion 233 thereby bypassing the intermediate reduced. portion 234 inthe position shown in Figure 7. Thereby the operating fluid under highpressure passes through the port 2H3 into and around the reduced portion222 of the plunger 220 and thence through the diagonal passageway 232into and around the reduced portion 23a of plunger 229. From here the.fluid passes into the. port 235 which leads to. the conduit i8 and from.this conduit through separator or divider H6. into the passageway U18and thence into the. port H and passageway H2 into the chamberintermediate pistons m4, expanding these pistons for clutching gear 3?.toshaft 2.2. Since at this time the control link 239 in turn isconnected to the extending end- 240- of a control valve member having asleeve valve portion 242 mounted within the bore 243 of the valve bodyI36. The sleeve valve 242 has ports 244 formed therein for allowingpressure exerted against the end of the sleeve valve 242 to be directedagainst the corresponding end of a telescoping sleeve valve member 245which member is normally urged into its limiting position by means ofspring 245 mounted in the sleeve valve member 245 and biased at-i-tsopposite end against a stop washer 241. right hand endthereof there isprovided a port 248- which is also connected to the speed responsivepump having common connection with the port 229 thereto. The arm 236,together with piston 242 and sleeve 245 thus constitute. the. speed andload responsive means within the valve mechanism 246-. Since the vehiclespeed at this time is not sufficient to produce suflicient pressure atthe pump driven by gear H4, the inner sleeve valve member 245 remains inposition against the port 244 until such time as the speed responsivepump pressure is sufiicient to move the member 245 rearwardly againstthe spring 246.

With the vehicle moving forwardly in low speed, that is with-gear 9 7clutched to the. output shaft 7 29, a reduced driving ratio is providedfrom the lever 43. has not been actuated,v gear 81 is in V clutchingengagement with countershaft gear 23,

and since the torque converter. is imparting torque to. the.coimtershait. through the rotor driven shaft v i4, gears 49. and 5.8.and thence through gear and countershaft gear 53 it is apparent thatthis torqueis-transmittedi from. the gear 83 to the gear 9.! and.thence. to the shaft. 29 providing an automatic low speed .drive of thevehicle.

As the vehicle is. under load under these conditions the throttleresponsive lever I42 is in high vacuum position as shown in full linesin Figures 6 and 7 and the shaft I39 to'which this lever is connectedhas. on its inner end the army 23'3 connected thereto, which arm is. inthe position shown; This arm through link-231 and" rocker arm 238;connected to a; link239 pivotally niounted'on rocker armjfifi" at itsmidpoint. The

torque gonvertor shaft 14 to the rear axle oi? the vehicle.

As the vehicle accelerates and gains speed the pressure of the speedresponsive pump driven by gear I I4 increases. At the same time the loadon the engine tends to decrease. At some point which is predetermined byproper adjustment, the throttle control mechanism including thediaphragm member l4! operates to move the arm 235 from the positionshown in full lines in Figures 7 and 8 to the dotted line position inFigure 8. As this movement occurs, sleeve valve 242 is drawn forwardlyor tothe right from the position shown in Figure '7 to that shown inFigure 8, and because of the increased pressure effective through port248 and the increased exposed area of the inner sleeve 245 the latter isforced rearwardly against the force of spring 246. This uncovers theport 254 of the valve member 242 opening this port for communicationthrough port 252 and thence allowing oil under pressure to pass fromport 2.52 through a suitable conduit into a port 253 of the cylinder219'. Since the plunger 220: is larger diameter than the. plunger 2.2.6,the introduction of pressure into the left-hand end of; cylinder 2 It.moves plunger 220 tothe right, and consequently moves plunger 2.26 tothe right, forcing the ball 228 outwardly thereby rocking the arcuatelever 254 in a counterclockwise direction from the position shown infull lines in- Figure 7 to the dotted line position of that figure or tothe full line position of Figure 8. Theshifting of the plunger 2253 tothe right causes the clutch operating fluid from port 204 to passthrough the reduced portion 216 of plunger 206, thence through the port.2 I8 into; the. space around the reduced portion 222 of plunger 224.From this point the fluid passes through the port 215 into cylinder 212,where valve 2'!!! is held in position closing passageway 213 by means ofa spring. Consequently, the fluid under pressure passes through port 214connected to the conduit H9. From this conduit the fluid under pressurepasses through the distributor I ['6 into the longitudinal passageway I09 of separator 13 and from. the

. passageway I09 through" port 61 into the space Within the bore 243 atthe between the pistons 65. Simultaneously with this movement of theplunger 220, however, the port 235 which is the port for controlling theoperation of the clutches in the gear 91 is vented around the reducedportion 234 of plunger 220 and thence through the vent port 256 in thecylinder 2I9 so that the springs between the pistons I04 retract, thesepistons upon reduction of pressure disengaging the gear 91 from theshaft 29 at the same time that the gear 52 is clutched to the shaft 29.The plunger 226 thus constitutes the means for selectively connectingthe fluidpressure receiving ports in valve mechanism 206 with either theconduit I I8 or conduit II9 to energize selectively the clutches ingears 91 and 52, and correspondingly vent the unenergized clutchmechanism.

It will thus be seen that by this operation the transmission has beenshifted from low speed drive to direct drive. Simultaneously with thisshifting of gears in the transmission the throttle responsive arm 236 ismoved back to the full line position of Figure 8 from the dotted lineposition, since the engine is now under additional load and draws thesleeve valve 242 into a position still holding ports 250 and 252 inalinement. The transmission will stay in the position produced by thisshifting of the sleeve valve member and maintain the gear 52 engageduntil such time that the speed of the vehicle drops to a point where thepressure of the fluid developed by the pump driven by gear 4 isinsufficient to hold the sliding valve 245 in a position opening theport 250 of valve 242 to communication with ports 244.

Closing of the port 250 results in the sleeve member 245 moving back tothe position shown in Figure '7 and its ports 260 thereupon provide forventing of the port 252 out through the stop member 241. This vents theleft-hand end of cylinder 2 I9 and since there is still pressureeffectiv in port 229 this pressure plus the effect of spring 230 willmove the piston 220 to the left, closing off the port 215 from theinfluence of the clutch operating fluid entering through port 204 andreopening the port 235 to this fluid, thereby disengaging gear 52 fromshaft 29 and reengaging gear 91, thus shifting the transmission back toa low ratio drive.

Thus, it will be seen that with the arm 209 shifted into a positionproviding for automatic driving of the transmission the arm 236 underthe control of engine throttle conditions and the fluid pressuredeveloped at ports 229 and 248 will automatically control the selectiveoperations required for clutching gears 91 or 52 to shaft 29, dependingupon the existing speed and load conditions in the vehicle.

If manual control of the vehicle is desired, the arm 209 is shifted fromthe position shown in Figures '1 and 8 back through the neutral positionshown in Figure 6 and into the opposite position shown in Figures 9 and10, Figure 9 showing a position of plunger 206 for manual forward driveand Figure showing the position of plunger 206 for manual reverse drive,in which the gear 81 has been shifted to a reverse control position bycounter-clockwise movement of lever I43. If arm I43 has not beenoperated, however, the two positions of plunger 206 shown in Figures 9and 10 will give manual speed control for forward drive which will nowbe discussed.

Considering Figure 10, with the plunger 206 shifted into a position suchthat the detent ball 210 is disposed in detent 2I9' and with the leverI43 in a position engaging the clutch portion of gear 01 with the gear83 on the countershaft, it will be noted that the port 204 is incommunication through the channels 2I5 and the reduced portion 2I9 ofthe plunger directly with the port 235. Simultaneously, the port 215will be vented around the reduced portion 234 of plunger 220 through thevent opening 256 formed in the "bore 2I9 so that the pistons 65 of thegear 52 will be vented through this passageway resulting in the gear 52running free upon the shaft 29. At the same time the clutch operatingfluid under pressure from port 204 is directed into port 235 and thencethrough conduit H8 and passageway I08 for operating the pistons I04 toclutch gear 91 to shaft 29 thus engaging the low speed drive of thevehicle by manual control of the operator shifting arm 209 to theposition shown in Figure 10.

Since the plunger 206 is held in the position shown in Figure 10 it isimmaterial what pressures are operating at ports 229 and 248 inasmuch asthe shifting movement of the plunger 220 will not result in disturbingthe direct connection of the reduced portion 2 I6 of plunger 206 withthe port 235. Further, no pressure can escape from port 235 through thereduced portion 233 of plunger 220 and thence through the diagonalpassageway 232 and port 2I8 since port 2IB is closed by the plunger206.. However, if the speed of the vehicle should exceed a predeterminedamount such as to force the sliding valve 245 into a position opening upport 250 to the pressure from the speed responsive pump into port 248and the plunger 220 should be shifted to the right, this would result indisengagement of the gear 52 from shaft 29, since port 235 could thencommunicate through the reduced portion 234 of plunger 220 and the ventport 256 located in vent 2I9. Consequently, this manual forward drivecan be used only under conditions such that this pressure from the speedresponsive pump is not developed.

If it is desired to shift from low speed manual forward condition todirect drive manual forward condition the arm 209 is rotated stillfurther in a counterclockwise direction as shown in Figure 9, movingplunger 205 into position where ball 2 I0 seats in the, recess 220. Inthis position, which is shown in Figure 9, the port 204 is in directcommunication with the port 255 leading to the gear pistons 65 throughthe reduced portion 23I of plunger 220 thence through passageway 213against valve 210, which there-upon moves to the left against its springpressure, closing port 215 and uncovering port 214 which is connected toconduit II 9, thereby effecting clutching of the gear 52 to the shaft29. At the same time the port 235 is vented through the diagonalpassageway 232 and the port 2I0, and also through the vent port 265 intothe passageway 263 formed axially in the piston 206. Thus the gear 91 isimmediately disengaged from shaft 29 as the gear 52 is clutched thereto.In this position it will also be noted that the left-hand end ofcylinder 2 I9 is vented through port 253 and ports 252 and 250 outwardlythrough the sleeve valve member 245 and the stop member 241 so that thepiston :20 will stay in the position shown.

. If it is desired to provide a reverse drive the arm I43 is rotatedcounter-clockwise from the position shown in Figures 2 and 3 into aposition "where the gear 81 is inengagement with the gear 93. This shiftis efiected manuallyby the operator. If the arm 209 is then shifted intoposition shown in Figure 10 a reverse drive-is effected by clutchinggear 9'!- to the shaft- 29' through operationof the fluid pressurethrough port 235 toconduitl I '8 and thence along passageway |08-toactuate pistons I04 which clutch gear 91- t'o-sha ft 29 and through gear81 and the gear 93-435 effect reverse drive thereof in the reduced speedratio. Simultaneously gears: is de'clutched since piston 206"in theposition shown in Figure 10, vents-the right hand end of cylinder 212through passageway 213, reduced portion 2'31 of plunger '220,'port 2 55and vent passageway'262 leading into bore263. Manual forward drive inhigh or direct under these conditions may be effected by shifting arm 209' into the position shown in Figure 9 which vents port 235 to disengagegear 91 and simultaneously introduces fluid under pressure into port 255tocouple gear 52 to the shaft through pressure against valve 210uncovering port 214'.

Itis' to be understood that during the manual control of thetransmission it is not desired that the vehicle be operated at any greatspeed, since this manual control is for parking purposes when slightforward and reverse movements of the vehicl'e are desired, or for manualoperation under extreme conditions to get the'vehiclemoving but not fornormal operation of the vehicle. Consequently, the speed responsivepump'driven by gear H4 is never operated at a speed sufiicient to develop-apressure operative of itself for actuating the sleeve valve 245. If toohigh pressures are developed under such conditions, as illustrated inFigure 9 the sliding plunger 2'20 arranged in the cylinder 219 will moveto the right; thereby opening the port 255 through the reducedportion233 of plunger 220' and through passageway 232 to the vent port 2 l8thereby venting the fluid pressure necessary" to operate the pistons 65and thus preventing the operation of the transmission at too high speed.Under the positions of the control valve ports as shown in Figure 1wi-ththe clutch portion of gear a? engaged with the gear 83 to clutchthe latter to the countershaft 60, or with the clutch 81 engaged withthe reverse gearing to effect either a low forward drive or reverse"drive, shifting of the plunger 220 to the right, as viewed in thedrawing, would alin'ej the reduced portion 234' thereof with the port235 and the fluid under pressure delivered thereto through reducedport-ion 2 IB'of plunger 205,: would tionland the speed of the vehicle.Whenit is desired to park the vehicle the mechanism must be shiftedthrough neutral position shownin Figures '9' and 10, providing foroperation either ina manual forward or manual reverse, depending uponwhether gear 8-! is shifted out of the position shown in Figure 1B.

I do not intend to be limited to the exactd'e'tails of the transmissionconstruction and control system herein disclosed as a preferred form ofmy invention, but only insofar as described by the scope and spirit ofthe appended claims.

I claim:

1. In a transmission, a change speed gear unit comprising a drivingshaft, an output shaft, gears rotatably mounted upon said output shaftwith one of said gears being in constant driving engage'nient with saiddriving shaft, piston and cylinder means within" each of said gears;said output shaft having fluid passagewaysextending axiallytherein fordelivering fluid under pressure to said piston and cylinder means forselectively coupling said gears to said output shaft, a countershafthaving gears in constant meshing engagement with said output shaftgears, one of said countershaft gears being freely rotatable on itsshaft, reverse gearing in said unit, and: an axially shiftable member onsaid countershaft operable in one position to connect said reversegearing to saidcountershaft andina shifted position' to clutch saidfreely rotatable gear on said countershaft to the latter.

2. The transmission of claim I wherein said reverse gearing is inconstant meshing engagement with one of said output shaft gears and allof said gears are fixed against axial movement relative to theirrespective shafts except said axially shifta-ble member on'saidcountershai't.

3; In a transmission driven by an engine having an: intake manifold;said transmission including agear unit for providing a plurality offorward drive ratios, pressure responsive clutch means for'said'gearunit for selectively effecting transmission of said forward drive ratiosto an output shaft, a-source of fluid under substantially con--stantpressure during operation of said transmission, passageways forconducting fluid from said constant pressure source to each ofsaidclutch means, acontrol valve including first shiftable means forselectively connecting said source of pressure to one of saidpassageways, a second source offiuidunder variable pressure, passagewaymeansfor conducting fluid from said second source of fluid underpressure to said first shift able'means, normally closed valve means-insaid passageway means, means having connection-between'said: engineintake manifold and said valve means" for conditioning the latter foropening, fluid from said source of variable pressurebeing adapted tocondition said valve means for open mg, and said valve meansbeingadapted at apredetermined pressure of said variable pressuresource'andat a predetermined manifold vacuum to-open to thereby connectsaid variable pressure s'ourceto said first shiftable meansw-herebyshifting of the latter is effected to connect said constant pressuresource with another of said passageways-.-

' 4; Ina'tra-nsmission driven by an engine having anintake manifold,said transmission including agearunit for providing a plurality offorward drive ratios;- pressure responsive clutch means for said gearunit for selectively effecting transmission of said forward drive ratiosto an output shaft, a source of fluid under substantially constantpressure during operation of said transmission, passageways forconducting fluid from said constant pressure source to each of saidclutch means, a control valve including first shiftable means forselectively connecting said source of pressure to one of saidpassageways, a second source of fluid under variable pressure,passageway means for conducting fluid from said variable pressure sourceto said first shiftable means, valve means for connecting said variablepressure source to said passageway means, said valve means having amovable element, means having connection between said engine intakemanifold and said last named movable element for effecting meansincluding a second shiftable element movable in response to fluidpressure of said variable pressure source, and said movable element andsaid shiftable element of said valve means being adapted at apredetermined pressure of said variable pressure source and manifoldvacuum to connect said variable pressure source to said first shiftablemeans whereby shifting of the latter is effected to connect said firstsource of pressure with another of said passageways.

5. In a combined automatic and manually controlled transmission drivenby an engine having an intake manifold, said transmission including agear unit for providing a plurality of forward drive ratios, pressureresponsive clutch means for said gear unit for selectively effectingtransmission of said forward drive ratio to an output shaft, a source offiuid under substantially constant pressure during operation of saidtransmission, pasageways for conducting fluid to each of said clutchmeans, a control valve including first shiftable means, a manuallyoperable valve for selectively connecting said source of constantpressure to either one of said passageways or said first shiftablemeans, said first shiftable means being adapted to selectively connectone of said passageways with said source of constant pressure when saidfirst shiftable means is in communication with said source of constantpressure through said manually operable valve, a second source of fluidunder variable pressure, passageway means for conducting fluid to saidfirst shiftable means, normally closed valve means having connectionwith said variable pressure source and being adapted when open toconnect said variable pressure source to said passageway means, saidsource of variable pressure being adapted to condition said valve meansfor opening, means having connection between said engine intake manifoldand said valve means for conditioning the latter for opening, and saidvalve means being adapted at a predetermined pressure of said variablepressure source and at a predetermined manifold vacuum to open tothereby connect said variable pressure source to said first shiftablemeans whereby shifting of the latter is effected to connect said sourceof constant pressure with another of said passageways when said firstshiftable means is in communication with I) sald source of constantpressure through said manually operable valve.

6. In a combined automatic and manually controlled transmission drivenby an engine having an intake manifold, said transmission having aninput shaft, an output shaft, gears rotatably mounted on said outputshaft with one of said gears being in constant driven engagement withsaid input shaft, pressure responsive clutch means for each of saidgears on said output shaft for selectively coupling said gears to saidoutput shaft, a coun'tershaft having gears in constant meshingengagement with said gears on said output shaft, one of said gears beingrotatably mounted on said countershaft, reverse drive gear means havingmeshing engagement with one of said gears on said output shaft, meansfor selectively couplin either said rotatable gear on said countershaftor said reverse drive gear means to said countershaft, manually operablemeans for controlling said last named means, a source of fluid undersubstantially constant pressure during operation of said transmission,passageways for conducting fiuid to each of said clutch means, a controlvalve including first shiftable means, a manually operable valve forselectively connecting said source of constant pressure to either one ofsaid passageways or said first shiftable means, said first shiftablemeans being adapted to selectively connect one of said passageways withsaid source of constant pressure when said first shiftable means is incommunication with said source of constant pressure through saidmanually operable valve, a second source of fluid under variablepressure, passageway means for conducting fluid to said first shiftablemeans, normally closed valve means having connection with said variablepressure source and being adapted when open to connect said variablepressure source to said passageway means, said source of variablepressure bein adapted to condition said valve means for opening, meanshaving connection between said engine intake manifold and said valvemeans for conditioning the latter for opening, and said valve meansbeing adapted at a predetermined pressure of said variable pressuresource and at a predetermined manifold vacuum to open to thereby connectsaid variable pressure source to said first shiftable means wherebyshifting of the latter is effected to connect said source of constantpressure with another of said passageways when said first shiftablemeans is in communication with said source of constant pressure throughsaid manually operable valve.

ROBERT LAPSLEY.

REFERENCES CITED The following references are of record in the file ofthis patent:

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